Method, device and equipment for adjusting engine ignition angle and storage medium

Abstract

The application discloses an engine ignition angle adjusting method, device, equipment and storage medium, and the method comprises the steps of detecting the knock intensity of the engine, controlling the ignition angle of the engine according to the knock intensity, and adjusting the ignition angle of the current gasoline octane number according to the knock back angle of the ignition angle. According to the application, the ignition angle of the engine is controlled according to the knock intensity, and the ignition angle of the current gasoline octane number is adjusted according to the knock back angle of the controlled ignition angle, so that the ignition angle can be adjusted according to different gasoline octane numbers, the knock intensity of the ignition angle at the time of ignition is adjusted, and the performance of the engine is improved.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method, apparatus, device, and storage medium for adjusting engine ignition angle. Background Technology

[0002] The mainstream gasoline octane ratings in the domestic market include 92#, 95#, and 98#. Different car manufacturers develop models based on gasoline with different octane ratings and require consumers to add gasoline with an octane rating equal to or higher than that used in the development of the vehicle. Otherwise, the engine will experience severe knocking due to the use of low-octane gasoline, which can lead to irreversible failures such as engine cylinder scoring and spark plug erosion, thereby reducing engine performance.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a method, apparatus, device, and storage medium for adjusting the ignition angle of an engine, aiming to solve the technical problem of how to improve engine performance.

[0005] To achieve the above objectives, the present invention provides a method for adjusting the engine ignition angle, the method comprising the following steps:

[0006] The knock intensity of the engine is detected, and the ignition angle of the engine is controlled according to the knock intensity.

[0007] The ignition angle of the current gasoline octane rating is adjusted based on the knocking angle of the controlled ignition angle.

[0008] Optionally, the step of adjusting the ignition angle of the current gasoline octane number based on the knock retraction angle of the controlled ignition angle includes:

[0009] Determine the relationship between the detonation angle of the controlled ignition angle and the preset threshold.

[0010] The ignition angle of the current gasoline octane rating is adjusted based on the relationship between the knock angle and the preset threshold and the knock duration.

[0011] Optionally, the step of adjusting the ignition angle of the current gasoline octane rating based on the relationship between the knock angle and a preset threshold and the knock duration includes:

[0012] When the detonation recoil angle is greater than or equal to a first preset threshold, the duration of the first detonation is determined;

[0013] When the duration of the first knock is greater than or equal to the first preset time, the ignition angle is learned downward according to the preset ignition angle learning algorithm.

[0014] Optionally, the step of adjusting the ignition angle of the current gasoline octane rating based on the relationship between the knock angle and a preset threshold and the knock duration further includes:

[0015] When the detonation recoil angle is less than or equal to the second preset threshold, the second detonation duration is determined;

[0016] When the second knock duration is greater than or equal to the second preset time, the ignition angle is learned upward according to the preset ignition angle learning algorithm.

[0017] Optionally, after the step of determining the relationship between the knockback angle of the controlled ignition angle and a preset threshold, the method further includes:

[0018] When the detonation angle is greater than or equal to the second preset threshold and the detonation angle is less than or equal to the first preset threshold, the ignition angle remains unchanged.

[0019] Optionally, the preset ignition angle learning algorithm is:

[0020] iga=A×IGA_MN+(1-A)×IGA_MN_LO;

[0021] In the formula, iga represents the adjusted ignition angle, A represents the octane number learning value, IGA_MN represents the high octane gasoline ignition angle control table, and IGA_MN_LO represents the low octane gasoline ignition angle control table.

[0022] Optionally, after the step of adjusting the ignition angle of the current gasoline octane number based on the knock retraction angle of the controlled ignition angle, the method further includes:

[0023] Determine the octane learning value corresponding to the adjusted ignition angle, and store the octane learning value.

[0024] In addition, to achieve the above objectives, the present invention also proposes an engine ignition angle adjustment device, which includes: a control module and an adjustment module;

[0025] The control module is used to detect the knock intensity of the engine and control the ignition angle of the engine according to the knock intensity.

[0026] The adjustment module is used to adjust the ignition angle of the current gasoline octane rating based on the knocking angle of the controlled ignition angle.

[0027] Furthermore, to achieve the above objectives, the present invention also proposes an engine ignition angle adjustment device, which includes a memory, a processor, and an engine ignition angle adjustment program stored in the memory and capable of running on the processor. The engine ignition angle adjustment program is configured to implement the engine ignition angle adjustment method as described above.

[0028] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing an engine ignition angle adjustment program, wherein when the engine ignition angle adjustment program is executed by a processor, the engine ignition angle adjustment method described above is implemented.

[0029] This invention discloses a method, apparatus, device, and storage medium for adjusting the ignition angle of an engine. The method includes: detecting the knock intensity of the engine and controlling the engine's ignition angle based on the knock intensity; and adjusting the ignition angle based on the knock retraction angle of the ignition angle for the current gasoline octane rating. This invention controls the engine's ignition angle based on the knock intensity and adjusts the ignition angle for the current gasoline octane rating based on the knock retraction angle of the controlled ignition angle. This allows for adjustment of the ignition angle for different gasoline octane ratings, thereby adjusting the knock intensity during ignition and improving engine performance. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of the engine ignition angle adjustment device in the hardware operating environment involved in the embodiments of the present invention;

[0031] Figure 2 This is a flowchart illustrating the first embodiment of the engine ignition angle adjustment method of the present invention;

[0032] Figure 3 This is a flowchart illustrating the second embodiment of the engine ignition angle adjustment method of the present invention;

[0033] Figure 4 This is a flowchart illustrating the third embodiment of the engine ignition angle adjustment method of the present invention;

[0034] Figure 5 This is an adaptive learning flowchart of the engine ignition angle according to an embodiment of the engine ignition angle adjustment method of the present invention.

[0035] Figure 6 This is a structural block diagram of the first embodiment of the engine ignition angle adjustment device of the present invention.

[0036] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0037] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0038] Reference Figure 1 , Figure 1 This is a schematic diagram of the engine ignition angle adjustment device structure in the hardware operating environment involved in the embodiments of the present invention.

[0039] like Figure 1 As shown, the engine ignition angle adjustment device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to establish communication between these components. The user interface 1003 may include a display screen, and optionally, it may also include a standard wired interface or a wireless interface. In this invention, the wired interface of the user interface 1003 may be a USB interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (RAM) or a non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0040] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the device for adjusting the engine ignition angle, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0041] like Figure 1 As shown, the memory 1005, which is identified as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an engine ignition angle adjustment program.

[0042] exist Figure 1 In the engine ignition angle adjustment device shown, the network interface 1004 is mainly used to connect to the backend server and communicate data with the backend server; the user interface 1003 is mainly used to connect to the user equipment; the engine ignition angle adjustment device calls the engine ignition angle adjustment program stored in the memory 1005 through the processor 1001 and executes the engine ignition angle adjustment method provided in this embodiment of the invention.

[0043] Based on the above hardware structure, an embodiment of the engine ignition angle adjustment method of the present invention is proposed.

[0044] Reference Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the engine ignition angle adjustment method of the present invention, which presents the first embodiment of the engine ignition angle adjustment method of the present invention.

[0045] Step S10: Detect the knock intensity of the engine and control the ignition angle of the engine according to the knock intensity.

[0046] It should be noted that the execution subject of this embodiment may be a computer software device with data processing, network communication and program running functions, such as an engine controller, or other electronic devices that can achieve the same or similar functions. This embodiment does not limit this.

[0047] It's understandable that the ignition timing control of the engine ECU directly affects knocking. During engine performance development, to achieve optimal power and economy, the ignition timing needs to be advanced to the knocking threshold. Further advancing the ignition timing beyond this threshold results in severe knocking that can damage the engine; delaying it reduces power and increases fuel consumption. Different octane ratings of gasoline have different anti-knock properties; lower octane ratings have weaker anti-knock properties, making them more prone to knocking. Looking at the international market, some industrialized regions in the Middle East and Africa have lower mainstream gasoline octane ratings, some as low as 87#; while in industrialized regions like Europe and America, mainstream gasoline octane ratings are higher, typically 95#. Therefore, when the same model is launched in different markets, it's crucial to consider whether the local fuel quality meets the requirements. If not, adjustments to the fuel octane rating are necessary. This results in models in European and American markets often having strong power, lower fuel consumption, and lower emissions, while models in less developed regions tend to have weaker power, higher fuel consumption, and less stringent emission standards.

[0048] To overcome the aforementioned shortcomings, this embodiment continuously adjusts and learns the ignition angle, enabling the ignition angles of different octane ratings to be advanced to the knock boundary after adjustment and learning. This improves engine performance.

[0049] It is understandable that different gasolines produce different knock intensities. By detecting the knock intensity, the ignition angle is controlled to keep the ignition angle at the knock boundary.

[0050] It is understandable that controlling the ignition angle is to bring out the engine's best performance. If the engine performance is reduced after controlling the ignition angle but not reaching the knock boundary, the ignition angle can be continuously adjusted by learning the ignition angle so that it gets closer and closer to the knock boundary.

[0051] Step S20: Adjust the ignition angle of the current gasoline octane rating according to the knocking angle of the controlled ignition angle.

[0052] Understandably, the detonation angle can be compared with a preset threshold, the current octane rating can be learned from the comparison results, and the ignition angle can be adjusted based on the learned current octane rating.

[0053] Furthermore, in order to improve engine performance, step S20 of this embodiment may also include:

[0054] Determine the relationship between the detonation angle of the controlled ignition angle and the preset threshold.

[0055] The ignition angle of the current gasoline octane rating is adjusted based on the relationship between the knock angle and the preset threshold and the knock duration.

[0056] It is understandable that different gasolines have different cylinder knock angles, and the ignition timing is adjusted according to the relationship between different knock angles and preset thresholds.

[0057] It is understandable that the duration of knocking produced when different gasolines are ignited is also different. Therefore, the ignition angle is adjusted according to the relationship between the knocking duration, the knocking angle and the preset threshold.

[0058] Furthermore, to facilitate the learning of octane numbers, this embodiment may further include the following after step S20:

[0059] Determine the octane learning value corresponding to the adjusted ignition angle, and store the octane learning value.

[0060] It should be understood that during octane number adaptive learning, the learned value is stored in the ECU software until the next learning cycle is triggered.

[0061] This embodiment detects the engine's knock intensity and controls the engine's ignition angle based on the knock intensity; it also adjusts the ignition angle for the current gasoline octane rating based on the knock retraction angle of the ignition angle. This embodiment controls the engine's ignition angle based on the knock intensity and adjusts the ignition angle for the current gasoline octane rating based on the knock retraction angle after control, thereby adjusting the ignition angle for different gasoline octane ratings, and consequently adjusting the knock intensity during ignition, thus improving engine performance.

[0062] Reference Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the engine ignition angle adjustment method of the present invention, based on the above. Figure 2 The first embodiment shown presents a second embodiment of the method for adjusting the engine ignition angle of the present invention.

[0063] In the second embodiment, the step of adjusting the ignition angle of the current gasoline octane rating based on the relationship between the knock retraction angle and a preset threshold and the knock duration includes:

[0064] Step S201: When the detonation recoil angle is greater than or equal to the first preset threshold, determine the first detonation duration;

[0065] Step S202: When the first knock duration is greater than or equal to the first preset time, the ignition angle is learned downward according to the preset ignition angle learning algorithm.

[0066] It should be noted that when using gasoline with an octane rating lower than 92, the engine control system (ECU) will determine whether the knock angle is greater than or equal to 5°CA and whether the duration of the first knock is greater than or equal to 0.5 seconds.

[0067] It should be noted that the preset ignition angle learning algorithm is as follows:

[0068] iga=A×IGA_MN+(1-A)×IGA_MN_LO;

[0069] In the formula, iga represents the adjusted ignition angle, A represents the octane number learning value, IGA_MN represents the high octane gasoline ignition angle control table, and IGA_MN_LO represents the low octane gasoline ignition angle control table.

[0070] Understandably, the ECU software sets up an ignition angle control table for both high-octane and low-octane gasoline, and through the learning value A, the ignition angle can adaptively learn between the ignition angles of high-octane and low-octane gasoline.

[0071] Understandably, when developing a new car model, the first step is to research the octane rating coverage of the sales market. For example, if a model is developed as a global model and will be sold worldwide, IGA_MN is set to an ignition angle control table based on 95# gasoline, while IGA_MN_LO is set to an ignition angle control table based on 87# gasoline. For ease of understanding, please refer to Tables 1, 2, and 3. Table 1 is the IGA_MN ignition angle control table, Table 2 is the IGA_MN_LO ignition angle control table, and Table 3 is the ignition angle difference control table, where the difference is the difference between (IGA_MN_LO) and (IGA_MN). In Tables 1, 2, and 3, the X-axis represents speed, and the Y-axis represents load.

[0072] Table 1_IGA_MN Ignition Angle Control Table

[0073]

[0074] Table 2_IGA_MN_LO Ignition Angle Control Table

[0075]

[0076] Table 3_Ignition Angle Difference Control Table

[0077]

[0078] It should be noted that when using gasoline with an octane rating lower than 92, the octane number learning value A begins to learn downwards, meaning it decreases by 0.1 every 0.5 seconds.

[0079] In this embodiment, when the detonation retraction angle is greater than or equal to a first preset threshold, a first detonation duration is determined; when the first detonation duration is greater than or equal to a first preset time, the ignition angle is learned downwards according to a preset ignition angle learning algorithm. This embodiment improves the accuracy of ignition angle control by learning downwards based on a preset ignition angle algorithm when both the detonation retraction angle and the first detonation duration are greater than or equal to the first preset threshold and the first detonation duration are greater than or equal to the first preset time.

[0080] Reference Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the engine ignition angle adjustment method of the present invention, based on the above. Figure 2 The first embodiment shown presents a third embodiment of the engine ignition angle adjustment method of the present invention.

[0081] In the third embodiment, the step of adjusting the ignition angle of the current gasoline octane number based on the relationship between the knock retraction angle and the preset threshold and the knock duration further includes:

[0082] Step S201': When the detonation recoil angle is less than or equal to the second preset threshold, determine the second detonation duration;

[0083] Step S202': When the second knock duration is greater than or equal to the second preset time, the ignition angle is learned upward according to the preset ignition angle learning algorithm.

[0084] Understandably, when using gasoline with a octane rating higher than 92, the second preset threshold needs to be set to 3°CA, meaning the knock angle is less than or equal to 3°CA; the second knock duration can be set to 2 seconds, meaning the second knock duration is greater than or equal to 2 seconds.

[0085] It should be noted that when the detonation angle is less than or equal to 3°CA and the duration of the second detonation is greater than or equal to 2 seconds, the octane learning value begins to learn upwards, that is, it increases by 0.1 every 2 seconds.

[0086] Furthermore, in order to improve the accuracy of ignition angle control, this embodiment further includes the following step after step S202':

[0087] When the detonation angle is greater than or equal to the second preset threshold and the detonation angle is less than or equal to the first preset threshold, the ignition angle remains unchanged.

[0088] It is understandable that when the detonation angle is greater than or equal to 3°CA and less than or equal to 5°CA, the octane learning value remains unchanged and the ignition angle remains unchanged.

[0089] For ease of understanding, please refer to Figure 5 To explain, Figure 5 This is a flowchart illustrating the adaptive learning process for engine ignition angle. The flowchart shows the engine ignition angle development based on the highest and lowest octane gasoline, and the calibration of the IGA_MN and IGA_MN_LO ignition angle control tables. Upon engine start-up, it checks if the engine cylinder mean knock angle is ≥5°CA. If the mean knock angle is ≥5°CA, it checks if the duration is ≥0.5s. If the duration is ≥0.5s, the octane number learning value A begins to learn downwards (stepping -0.1 every 0.5s), and adaptive learning is performed according to the preset ignition angle learning algorithm iga=A×IGA_MN+(1-A)×IGA_MN_LO. Upon engine start-up, if the engine cylinder mean knock angle is <5°CA, it checks if the engine cylinder mean knock angle is <5°CA. If the ignition angle is ≤3°CA, and the duration is ≥2s when the average knock angle of the engine cylinder is ≤3°CA, the octane number learning value A starts to learn upward (increases by 0.1 every 2s) and performs adaptive learning according to the preset ignition angle learning algorithm iga=A×IGA_MN+(1-A)×IGA_MN_LO. When the engine starts, if the average knock angle of the engine cylinder is ≥3°CA, it is determined whether 3°CA≤Average knock angle of the engine cylinder is ≤5°CA. If 3°CA≤Average knock angle of the engine cylinder is ≤5°CA, the octane number learning value A remains unchanged and performs adaptive learning according to the preset ignition angle learning algorithm iga=A×IGA_MN+(1-A)×IGA_MN_LO.

[0090] In this embodiment, when the detonation retraction angle is less than or equal to a second preset threshold, a second detonation duration is determined; when the second detonation duration is greater than or equal to a second preset time, the ignition angle is learned upwards according to a preset ignition angle learning algorithm. This invention improves the accuracy of ignition angle control by learning upwards the ignition angle according to a preset ignition angle learning algorithm when the detonation retraction angle is less than or equal to a second preset threshold and the second detonation duration is greater than or equal to a second preset time.

[0091] Furthermore, this embodiment of the invention also proposes a storage medium storing an engine ignition angle adjustment program, which, when executed by a processor, implements the engine ignition angle adjustment method as described above.

[0092] In addition, refer to Figure 6 The present invention also proposes an engine ignition angle adjustment device, which includes: a control module 10 and an adjustment module 20;

[0093] The control module 10 is used to detect the knock intensity of the engine and control the ignition angle of the engine according to the knock intensity.

[0094] The adjustment module 20 is used to adjust the ignition angle of the current gasoline octane number according to the knocking angle of the controlled ignition angle.

[0095] This embodiment detects the engine's knock intensity and controls the engine's ignition angle based on the knock intensity; it also adjusts the ignition angle for the current gasoline octane rating based on the knock retraction angle of the ignition angle. This embodiment controls the engine's ignition angle based on the knock intensity and adjusts the ignition angle for the current gasoline octane rating based on the knock retraction angle after control, thereby adjusting the ignition angle for different gasoline octane ratings, and consequently adjusting the knock intensity during ignition, thus improving engine performance.

[0096] Based on the first embodiment of the engine ignition angle adjustment device of the present invention, a second embodiment of the engine ignition angle adjustment device of the present invention is proposed.

[0097] In this embodiment, the adjustment module 20 is used to determine the relationship between the detonation angle of the controlled ignition angle and a preset threshold.

[0098] Furthermore, the adjustment module 20 is also used to adjust the ignition angle of the current gasoline octane number based on the relationship between the knocking angle and the preset threshold and the knocking duration.

[0099] Furthermore, the adjustment module 20 is also used to determine the first detonation duration when the detonation recoil angle is greater than or equal to a first preset threshold.

[0100] Furthermore, the adjustment module 20 is also used to learn the ignition angle downward according to a preset ignition angle learning algorithm when the first knock duration is greater than or equal to the first preset time.

[0101] Furthermore, the adjustment module 20 is also used to determine the second detonation duration when the detonation recoil angle is less than or equal to the second preset threshold.

[0102] Furthermore, the adjustment module 20 is also used to learn the ignition angle upward according to a preset ignition angle learning algorithm when the second knock duration is greater than or equal to the second preset time.

[0103] Furthermore, the adjustment module 20 is also used to keep the ignition angle unchanged when the detonation angle is greater than or equal to the second preset threshold and the detonation angle is less than or equal to the first preset threshold.

[0104] Furthermore, the adjustment module 20 is also used to determine the octane learning value corresponding to the adjusted ignition angle and store the octane learning value.

[0105] Other embodiments or specific implementations of the engine ignition angle adjustment device of the present invention can be referred to the above-described method embodiments, and will not be repeated here.

[0106] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0107] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0108] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as a read-only memory image (ROM) / random access memory (RAM), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0109] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A method for adjusting the ignition angle of an engine, characterized in that, The method for adjusting the engine ignition angle includes the following steps: The knock intensity of the engine is detected, and the ignition angle of the engine is controlled according to the knock intensity. The ignition angle of the current gasoline octane rating is adjusted according to the knock retraction angle of the controlled ignition angle. The step of adjusting the ignition angle of the current gasoline octane number based on the knock retraction angle after control includes: Determine the relationship between the detonation angle of the controlled ignition angle and the preset threshold. The ignition angle of the current gasoline octane rating is adjusted based on the relationship between the knock retraction angle and the preset threshold and the knock duration. The step of adjusting the ignition angle of the current gasoline octane rating based on the relationship between the knock retraction angle and a preset threshold and the knock duration includes: When the detonation recoil angle is greater than or equal to a first preset threshold, the duration of the first detonation is determined; When the duration of the first knock is greater than or equal to the first preset time, the ignition angle is learned downward according to the preset ignition angle learning algorithm; The preset ignition angle learning algorithm is as follows: ； In the formula, This indicates the adjusted ignition angle. This represents the octane number learning value. This indicates the ignition angle control table for high-octane gasoline. This is a table indicating the ignition angle control for low-octane gasoline.

2. The method for adjusting the engine ignition angle as described in claim 1, characterized in that, The step of adjusting the ignition angle of the current gasoline octane number based on the relationship between the knock retraction angle and the preset threshold and the knock duration further includes: When the detonation recoil angle is less than or equal to the second preset threshold, the second detonation duration is determined; When the second knock duration is greater than or equal to the second preset time, the ignition angle is learned upward according to the preset ignition angle learning algorithm.

3. The method for adjusting the engine ignition angle as described in claim 2, characterized in that, After the step of determining the relationship between the knockback angle of the ignition angle after control and the preset threshold, the method further includes: When the detonation angle is greater than or equal to the second preset threshold and the detonation angle is less than or equal to the first preset threshold, the ignition angle remains unchanged.

4. The method for adjusting the engine ignition angle as described in claim 1, characterized in that, After the step of adjusting the ignition angle of the current gasoline octane rating based on the knock retraction angle of the controlled ignition angle, the method further includes: Determine the octane learning value corresponding to the adjusted ignition angle, and store the octane learning value.

5. An engine ignition angle adjustment device, characterized in that, The engine ignition angle adjustment device includes: a control module and an adjustment module; The control module is used to detect the knock intensity of the engine and control the ignition angle of the engine according to the knock intensity. The adjustment module is used to adjust the ignition angle of the current gasoline octane number according to the knock retraction angle of the controlled ignition angle; The step of adjusting the ignition angle of the current gasoline octane number based on the knock retraction angle after control includes: Determine the relationship between the detonation angle of the controlled ignition angle and the preset threshold. The ignition angle of the current gasoline octane rating is adjusted based on the relationship between the knock retraction angle and the preset threshold and the knock duration. The step of adjusting the ignition angle of the current gasoline octane rating based on the relationship between the knock retraction angle and a preset threshold and the knock duration includes: When the detonation recoil angle is greater than or equal to a first preset threshold, the duration of the first detonation is determined; When the duration of the first knock is greater than or equal to the first preset time, the ignition angle is learned downward according to the preset ignition angle learning algorithm; The preset ignition angle learning algorithm is as follows: ； In the formula, This indicates the adjusted ignition angle. This represents the octane number learning value. This indicates the ignition angle control table for high-octane gasoline. This is a table indicating the ignition angle control for low-octane gasoline.

6. An engine ignition angle adjustment device, characterized in that, The engine ignition angle adjustment device includes: a memory, a processor, and an engine ignition angle adjustment program stored in the memory and executable on the processor. When the engine ignition angle adjustment program is executed by the processor, it implements the steps of the engine ignition angle adjustment method as described in any one of claims 1 to 4.

7. A storage medium, characterized in that, The storage medium stores an engine ignition angle adjustment program, which, when executed by a processor, implements the steps of the engine ignition angle adjustment method as described in any one of claims 1 to 4.

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